Gas-explosion engine.



No. 889,193. PATENTED JUNE 2, 1908. N

G. G. BOURDEREAU X. GAS EXPLOSION ENGINE.

APPLIGATION FILED OCT. 15, 1906.

, 0 f I F main earns PATENT FFIQE.

GEORGE O. BOURDEREAUX, OF IEORIA, ILLINOIS, ASSIGNOR OF ONE-THIRD TOMELVIN W.

SWARTZ AND TWO-THIRDS TO JULIA BOURDEREAUX, OF PEOR-IA, ILLINOIS.

GAS-EXPLOSION ENGINE.

Specification of Letters Patent.

Patented June 2, 1988.

Application filed October 15, 1906. Serial No. 338,975.

To all whom it may concern:

Be it known that I, GEORGE C, Booann REAUX, citizen of the UnitedStates, residing at Peoria, in the county of Peoria and State ofIllinois, have invented certain"new and useful Improvements in Gas-Explosion Engines; and I do hereby declare t at the following is a full,clear, and exact description of the invention, which will enable othersskilled in the art to which it appertains to to provide a gas explosionengine that will instantly open to its fullest extent both the gasintake valve and the exhaust valve and close them slowly.

Another object is to provide means for accomplishing these movements.

A further object of my invention is to fully open the exhaust valveinstantly in order that the burned and super heated gases may beinstantly ejected so the heat therefrom will not be absorbed by themetal.

A further object is to instantly open the gas intake valve to itsfullest extent whereby the gas can be entered to the cylinder with aslittle loss of power as possible.

In order to make the above object more clearly understood. it may bestated that in engines of this type the opening of the valves is usuallyvery slow. The opening movement of the exhaust valve is so slow in factthat the highly heated gases after" being ex loded cannot be quicklyliberated and the ieat therefrom is communicated to and absorbed by thecylinder until that member becomes red hot and from this condition manytroubles arise as is well known,

In air cooled engines when used on horse less vehicles it often becomesnecessary to stop so as to permit the cylinder to cool. In water cooledengines this trouble-does not so often occur but the water systems areexpensive and troublesome in many ways. The air cooled engine is to bepreferred if undue heating and the troubles arisin therefrom can beovercome. It is a fact a so with regard to the intake valve that itsmovement is usually so little and so slow that power is taken from theengine for drawing in the gases whereas it the valve were givena quickand full movement there would be no appreciable loss of power andconsequently the en gine would have greater efficiency.

In studying the difiiculties encountered I have found that the burnedgases must be disposed of as quickly as possible before themetal partsabsorb the heat, and ii: the valve is instantly opened to itsfullestextent the ases are permitted to escape at once assisted y the'piston and by having the valve opened in this manner, also, there canbe no compression of the burned gases and no appreciable power is reuired from the engine to complete the expu sion.

In the appended drawings, Figure 1 is a sectional elevation of theengine viewed from one side. Fig. 2 is a rear elevation of the engineshowing part of the base removed to show my improvements. Fig. 3 is adetail view of my valve operating means. Fig. 4 is a like view shown ina slightly advanced position from that shown in Fig. 3. F i 5 is a viewof the same in a still further a vaneed position. Fig. 6 is another Viewand Fig. 7 still another view thereof. Fig. 8 is an elevation of thevalve for the intake or dis charge of gases showing part of thecylinder.

The cylinder is represented by the letter A, and B is a base on which itis mounted.

O is the piston, common to engines of this type, having the iston-rod Dconnected therewith, said rod raving the usual connection with thecrank-shaft E. g

F and G indicate the gas intake and. exhaust vpipes respectively withineach of which is a valve stem,- that for the exhaust being indicated inFig. 1 by the letter II and that for the gas intake by the letter J inFig. 8. Each stem has a flared disk L, one of which is shown in Fig. 8,to seat in a conical opening 1n the head of the cylinder thusconstituting a valve. At the top of the stem is an enlargement beneathwhich is a spiral spring M which bears u on the pipe as shown, saidspring tending to mid the valve closed. At two places are erected postsN each having ivoted thereon a lever I) one end of whic 1 bears upon thestem of its respective valve and the other end having attached thereto avalve-rod P. The lower end of each of the latter has a rounded head asat Q. Parallel to the crank-shaft E is a cam-shaft R receiving motionfrom the said crank-shalt dotted lines in Fig. '1, the gear S beingshown above, that 1n place of being pivoted at a point midway between.their ends to the posts N-as in other engines, they are pivoted so as tohave a short and a long end as shown, the valve-rods P having connectionwith the short endswhile the long ends are employed to depress thevalves. Another peculiarity is'in the formof the cams UV ascribed.Itjwill be noted in the detailed views that. each cam is providedwitliastrai ht ed e. a which; is tangential to the periipfinery o thehub thereof, while its imme late end is curved and then slants to- Wardthe'peripher of the hub at the opposite side at an an tiona. A stillurther peculiarity is that unlike other cam operated valve rods, my

valve-rods instead of being positioned directly over the center of theaxis of revolutionof thecamare laced at one side thereof or toward theend 0 the cam as positioned in Figs. 1 and 3. The cams are set at rightangles to one another or as familiarl known as on the quarter, thisbeing tile position necessary to operate the valves in their properorder and at the proper time.

As viewed in Fig. 1 the piston is in the act of descending, the crankhaving just passed over, center. At lthe moment of passin the center thecam U arrives beneath an en ages the valve-rod of the gas'intake valve.

11 Figs. 3 to 7 the action of the cams and the valve-rods isillustrated. When the valves are closed the valveerods are in theirlowest position, their heads Q resting upon the hubs of their respectivecams. When the cam U meets its rod the latter is instantly raised to itsfull height as in Fig. 4. Just here it is to be understood that if thevalverod were placed immediately over the center of the shaft, or thecenter of revolution of the cam, the straight edge a of the latter wouldgradually push the rod upward, if, indeed, it would be raised at all, byreason of the side pressure thereupon instead of a direct lift;consequently a curved surface, rather than a straight one, would havetobe employed to raise it and if curved so as to obtain the desiredraising action the movement would necessarily be a slow one.

and openit to its widest extent at once said 0 arge of the gases. intakevalve which is opened instantly to e to the said straight por- But in-myform, by having the straight surface a, described,

lever thus multiplying the movement in the valve-rod to produce thedesired quick retravels slowly down to its lowest position.

By thus constructing the cam the raising movement of the rod must befast while the lowering movement thereof is necessarily slow. By thismeans the valve is opened toits fullestextent at the proper moment for.exhaust and is held open asufficient length of time .during the descentof the valve-rod u on the curved cam, to permit 'full 'dis- The same istrue of the permit the iston to draw in the full charge of gases ancloses slowly so that by the time the piston has reached its lowestposition and has taken in the bulk of gases the valve is ready to close.

In this type of engine and known as the exhaust valve is t en opened andthe burned gases" ejected, the piston then once more rawmg in a newcharge of gas. As I have already stated, it becomes necessary, at times,where the so-called air cooled engine is employed in horseless vehicles,to stop on the road to allow the cylinder to cool, but in my engine theburned gases are liberated so 1 gines while retaining the desiredrelation of the various parts, and it can be readily attached to enginesalready built so as to render them of greater value. I An engine thatproduces a given horse power under the old conditions, when providedwith my valve mechanism, can develop a third more power from the factthat the valves are opened to their widest extent instantly so that thepower is not wasted to any a preciable extent in drawing in or expellingt e gases. Having to be erived therefrom, I claim:

1. In a gas explosion engine, its valves for the reception and exhaustof gases, adapted to open suddenly to their fullest extent, and alsoadapted for closing at a slower speed purposes described, an mechanismin connection therewith for causing such action.

fully set forth the constructionpfmy im roved invention and theadvantages than that at-wh-ich the are opened for the one an exhaustvslve, end. mechanism in COD. neotion therewith for opening them and forsensing them to close at a speed slower than that at which they areopened.

3. in a gas explosion engine, an inlet valve and en exhaust valve, andtinieo mechanism for importing a sudden l'nll opening to the valves, andfor sensing them to he closed slower than they are opened for thepurposes described.

i. in s gas eng he, a valve, it com, o valve rod for at one end -cretingsaid valve, and hearing at its other encl directly upon the corn, saidcoin having, provision for suddenly shifting the valve-rorl to open thevalve with it quick motion, enrl having provision also for causing thevalve to close with it movement slower than that at which it is opened.

5. ln s as engine an inlet valve and an exhaust vs ve, a. cam for eachvalve, valve operating means between each cam and its valve, each csinadapted for quickly opening its respective valve through the olperetlnginesns, and adapted also to cause t ofthe e valve to close more slowlythan it opens.

6. In it as engine an inlet valve and an exhaust vs re, acoin for eachvalve, a. valve rod ior each @8113 each hearing directly upon its coin,and adapted for operating the valves, the coins having provision on oneside for quicklyopening the valves through the valve rods, and havingprovision on their opposite sides for causing the valves to close moreslowly then it opens.

7. in at gas engine, a. valve, a com, a velve rod for operating thevslve the same hearing direotl upon the corn at one side of the exisletter, said com having a fist-surface st one side for instantly oersting the. vslve rod to open the vslve, an having a. curved surface atthe other sicle for causing slow movement of the valve-rod andconsequent slow closing of said valve.

8. in s engine, it valve, a calm, a valverool hearing directly upon thecorn at one side of its axis, the coin having provision for quicklyoperating the vnlverod to suddenly open the vslve, and having provisionalso for permitting slow movement of the'veiverodin the oppositedirection and thereby (reusing slow closing of the valve, and. meansbetween the valve stem and the valve for multi plying the movement ofthe valve stem tor produc ng longer movement in the valve than that oithe valve-rod.

9. in sgss engine, at valve, it com, s valve stem hearing clireotl uponthe let coin having PYOVlSlOIl for inovine' T quickly in one directionand. causing its slow TOCK";

movement in the other direction, and ing member 0 ere-teal by the valvecontact with .e valve end. to opei some, ssid member having short as nextension, the velverorl s upon former, the purposes forth. I

10. In a explosion engine, pivoted lever having short arm orvslve-c'ipereting srnl, valve rod the short arm, a rotating shalt oneside of the axial l ne of said rod, and cs: fixed to said shaft andadopted to only slide tne rod longituclinslly and its return afterpredetermined interval.

11. In a gas explosion engine, an inlet valve, an exhaust valve,pivoteclievers esch having s short arm and it longer valve some thesolid valve-rods, said some adopted to suddenly raise the valve-rods,and also adopted. to permit them to slowly return to their position ofrest for the purposes de scribed.

13, A gas explosion. engine having a gels inlet valve and on. exhausvalve, e leve for depressing eeeh vslve, ever being fuiorunied to have sshort and s orig end, the long end adopted for (lepres he revolvingshaft, e. pair coins H on, see hevin st. x. and or rounded fees at itsopposite side for the purposes set forth, and valve opersting meansbetween the coins and the levers.

In testimony whereof 1 silly: my signature,

